Conduit structure for railway cars



May 5, 1931. w. H. MUssEY ET AL 1,803,482

CONDUIT STRUCTURE POR RAILWAY CARS Filed July 26. 1929 3 Sheets-Sheet l May 5, 1931.

W. H. MUSSEY ET AL coNDUT STRUCTURE FOR RAILWAY CARS Filed July 25. 1929 3 Sheets-Sheet 2 VM, H fw n 5/75 UL N ,.Mf FHHM UMH T V/,H Na/UF .w wif@ NHHL/ fWL//Y May 5, 1931. w. H. Musst-:Y ET Al. 1,803,482

CONDUIT STRUCTURE FOR RAILWAY GARS Filed July 26. 1929 5 Sheets-Sheet 3 El $2! N i E s N o nlnW///l//l/W N I mnulummwm i z i i /C ""3 Q l w v iw A lq ,ll/lIllIlIlIIIII/IIIIIIL i M s u, Q S N .//V vE/v 70H5" l WM /H/lf /7 M0555/ #HERVE Ha L Mm by me /77 705W y' iii-o Patented May 5, l-931 omino srrArl-:fs PATENT @oF-Fics WILLIAM n. MUssnY nivnnnnny n. nnnLMAN, oF cHIcnGo; ILLINOIS, ,nss'ren'ons vrrio min PULLMAN cnnfiannnurncrpnine conronlirromor 1cnicnco, ILLINOIS, A

.caPORezrIONOr @mais ooNDUIT s TnUorUnE Fon ,.nAILWAY YGens Application lled July 2G,

The invention relates f generallyA to conduit systems for railway cars -for the purpose of supporting-and disposingthe-povver distribution cables, and particularly toithe'structure of suchconduits.

The :invention #further contemplates 1the combination of suc-h conduits with the car supporting member `of ,the -underfra-me whereby-such conduits lend vthemselves-to 'the underiramestructure to provide stress niembers forming an integral part oithe ,carraming-system.

@The principal object of the invention is to provide suitable cable-supporting and housing conduits wherein the cables may ybe supported and disposedina mannerreadily accessible forins-pectiomrepair, or .replacement and installation, andlfree-'flrom possible injury' from the elements oretheaccu'mulation' oi dirt and moisture to which such cables have heretofore been exposed.

further rand'important object isftof-provide conduits of such dimensions `as tol amply care for therequired number of cables at predetermined points in the distribution sys'- tem.

1A further object is toY provide'suitable protection andv support izo-groups of .cables'which have heretofore been v`individually enclosed in conduits .of asize `largerenough;toereceive the severalcablesfbut which -have beensubj ecting Y such rcables 1to -injnry caused byithe friction off the insulationwithin the bore-of the conduit designed to receivev them.

It is proposed by the `use of. the .conduits herein disclosed to provide ample provision Vfor :the orderly disposition of -the cableslin group Vformation and suitable fastening means therefor within housings large enough to contain allof the powerlinesextending along strategic points inthe distributionsystem.

The oregoingand other advantagesfare attained bythe mechanism` illustrated inthe accompanying drawings, in which .Figure l is a plan view .cfa carequipped in. accordance with theinvention showing certain stressgmem'bers ofthe/car structure arranged 4to ireceive =andsupp0rtcerta1n power, .distributing cables of ythesystem;

1929. Serial No. 32315332.Y

Figure 2 is an lenlarged-..fr'.agn1entaryplan yiew of fa portion ofthe systemfillustrated 1n Figure yl yand showing the 'conduits termi# natingv at: adjacent junction .boxfandlswitchboard locker; Y

Figure 3 is a similariview showing themanner of diverting'the'containedcablesof the conduits -through individual conduits rand unions at spaced intervalsnlong .fthe :main conduit member; U 'i VFigure .4 is aside 'elevationalsview ofithe same; I'Fignref is a vertical cross :sectional View through the main-conduit'member taken'fon line 15 5 of. Figure 14,-showing theV manner of mounting thevcables within the conduit Aand supporting them" upon the closure member secured tothe conduit; j j Figure `6 is a vertical sectionalview `taken through an auxiliary-conduit member immediately adjacent a cross memberoit the underfraine structure and taken on line 6:-6 ofFig.- ure2 illustratinglthe manner' ofy disposing vthe cables for connection witli-control devicesfat points intermediate the sides of the-car onto the conduit at the oppositelsideofthe car;

Figure 7- is a-.vertical sectional View through said cross member taken online Tf-7 ofFigure A6 showing the man-ner of integrating conduit and cross bearerfinembers'and showing the relative disposition of-.Said members and center sill of vsaid `car structure and Figure 8V isan enlarged verticalsectional view through onefofthemain stress members taken on line 8;-,8 of `vFigure 3 `showingthe member formed as ahonsing-and the cable supporting closure for said housing.'

It has heretofore beengthejpractice )to;,dis pose and ysupport. the power lline andgswitch control cablesV undtnneath` the car: Aeitherfby loosely connecting them =to thesu-pporting underframe of. the lcarfor -threadinglthe'm through tubularconiduit members. The-prac` tice required the Stringing inofvthesseveral cables through. individual tubes,hardly large I enough to; aecommodatetheniand invariably resulted insomefdamageto the protecting insulation about the cableslsoy that short-circuit-ing .between ythe .wires .forming ".sujch cables wasnot an infrequentoccnrrence, culminating at times in the total destruction of the power carrying media. The conduits thus provided, if any, were secured to the stress members of the car and subjected to the vibratory and weaving movements of the supporting car structure, resulting in the total disruption of the conduit connections and contributing to the premature disintegration of the distributing system.

By the disposition of the power cables in the manner hereinafter described and supporting and housing them in members coinprising constituent elements of the car fram- `ing structure, it is proposed to shield the power distributing and control system in a manner impossible of attainment with the relatively crude methods and structures heretofore available for that purpose. The arrangement eliminates the necessity for providing an excessive number of openings in the supporting framing of the car structure for the relatively large number of separate conduits heretofore considered indispensable, and preserves the integrity of the stress transmitting elements of the car without sacrificing any of the space beneath the car customarily devoted to other uses.

In the drawings, 10 represents one of the conduits for housing certain cables of the power system, constituting one of the longitudinal side sill supporting members of the car framing. The sill is preferably channel shaped with its open side facing downwardly, although it may obviously be arranged or formed with open sides disposed laterally of the beam should the conditions require that disposition of the conduit opening. As best shown in Figure 8, the depending flanges 11 and 12 of the side sill are formed with their lower margins bent to provide sealing and supporting portions for the closure 13. Flange 11 is formed with its margin bent inwardly and upwardly to provide a trough shaped ledge 14 adapted to hold a closure sealing composition 15, such as asphaltum or other compound.

It will be noted that the trough portion of the sill flange 11 is fashioned from a separate plate 16 arc welded to the flange at 17 and 18 as shown in Figure 8. rlhe separate plate is used to facilitate manufacture since it would be inexpedient to form the edge of a relatively thick plate of sill length with an integral marginal trough portion as shown, although it could be done should that arrangement be insisted upon. The inner flange 12 of the sill has its edge portion 19 deflected outwardly to provide an inclined plane engagement with a correspondingly inclined edge portion 2O on closure plate 13. To enable closure 13 to swing downwardly from its support on trough edge 14, the adjacent edge of the closure plate is formed with a downwardly curved flange-21 designed to prevent separat-ion of closure when swung downwardly to position indicated in Figure 5, and to permit withdrawal of said flange from the sealing compound without danger of distortion of the flange or pinching of the compound.

The opposite inclined edge portion of the closure is formed with a trough shaped sealing portion 22 opening upwardly and adapted to receive the deflected edge portion 19 of sill flange 12 and a sealing compound 15 as best illustrated in Fig. 8. Suitable fastening bolts 23 and 24 secure the closure to the sill through closure flanges 21 and 20, respectively, and adjacent sill flanges 11 and 12, and are located at spaced intervals throughout the length of the sill member. Thus secured, the closure 13 materially enhances the value of the side sill 10 as a stress member in the framing assembly since it prevents the outward buckling of the sill fianges 11 and 12 under load, forming a tubular stress member to function as a bottom chord When assembled with superposed framing members constituting inner and outer girder plates 25 and 26 respectively, spaced apart and connected by framing posts 27.

The inner girder wall is spaced outwardly from the plane of the inner flange 12 of sill 10 as shown in Figure 8 to provide a supporting ledge 28 for flanged crossbearer member y29 of the car framing, the crossbearer being secured to wall and sill members by rivets 30 and 31, respectively.

The crossbearer is assembled with the center sill of the car underframe between upper and lower chords 32 and 33 of the sill as best shown in Figures 6 and 7, and extends from side to side of the car. In the present embodiment of the invention, the crossbearer forms part of a crossover housing 34 for supporting a group of cables 35 connecting j unction boxes 36 and 37 at opposite sides and ends of the car, the terminals in boX 37 connecting with switchboard (not shown) at adjacent end of the car, and certain of the cable terminals in box 36 having electrical connection with motormans control box 38 through conduits 39 as indicated in Figure 1.

The housing 34 is formed by the junction of upper and lower wall members 40 and 41 respectively, with the web 42 of crossbearer 29. The upper and lower wall members are each provided with attaching flanges 43 and 44 secured to the crossbearer web in any approved fashion but preferably by arc welding along the seams as shown at 45.

The upper wall member is formed at its marginal edge with a trough portion 46 to provide a seal for a cover 47 having a re-entrant upper flange 48 designed to enter the trough 46 for embedment in a sealing compound 15 held in the trough. rEhe cover has its lower marginal edge deflected to provide inclined plane engagement with a correspondingly deflected edge 49 on the lower wall and is formed with an upwardly openingtroughY portion designed to carry a compound 115i to provide a seal for the flange 49;

The cover 47 is securedl to the housing 342' by means of bolts 53 spaced apart throughout its length, and held rigidly in position to protect vthe contained group ofcables from` unauthorized tampering. The cables are held from displacement by spring clamps 54y vide an intermediate recess 56 to clear the portion of the center sill beneath the housing. To provide continuous support for thevca'- bles 35 contained in the crossover housing 34, portions'l ofthe lower wall 4l adjacent the side sills are sloped downwardly below the crossbearer 29 for connection with auxiliary housing 52 extending'beneath the crossbearer, as bestshown in Figure 6, and with opposite side sill. Communicatingpassages are thus established between the housings for the cables 35 which enter the auxiliary housing 52 through an opening in the end of adjacent side of said housing.

The auxiliary. housing is :fitted with a drop closure portion 57 ofthe type indicated for the side sills -10 shown in Figure 8. The closureV provides a support for the cables 35 for the length of the housing to the junction box 37, suihcient slack being provided adjacent the junction of the housings and at the junction box to permit lowering of the closure 57 for inspection or installation of the cables, without unduly straining the cables or their fastenings 54. At the junction box 37 the cables are severally passed through certain of the conduits 53 leading upwardly to cutout switches and fuse blocks of the system in the switchboard locker (not shown).

Certain of the conduits 58 receive the cables 60 of the group conlinedin side sill housing 10 best shown in Figures.3,4,v 5, and 8. These cables are independent of group 35 in auxiliary and cross over housing, and areconneeted with various remote control switches (not shown) in the power line circuit at adjacent side of vthe car, The cables 60 are shunted at various points along the length of sill housing 10 andseverally entered in con* duits 59 respectively tapped into couplings 6l held to housing flange l2 by bushings 62 seat-k ed in openings spaced at intervals along the sill as best indicated in Figures 3, 4, and 8.

The cables are heldby spring clamps 63 secured by bolts 64 taking the closure plate,

the clampsrbeing arrangedv at spacedj inter# vals along the housing and* sufficiently removed' from bushingsl G2 at the branchcon# duits 59? to permitfslack in the cables to allow closure l3'with attached cables Ato drop toI positionv indicatedlin Figure 5 for instal# lation or inspection. purposes,V To prevent chafingof thecable .insul lat io n,l strips of pad.- ding V'maybe introducedbetween the cables andthe several'- clips, and similar provision M maybe alfordedbeneath the cables if` desiredg to avoid scuiiing ofthe insulation between .the`

cables and closure plate. Due to variations 1n temperature ofthe air inthe housings provision is made toallowescape of air from j or entrance to the housings by forming a num.- ber of so-calledfbreatheropenings-79I in the side wallsadjacent the upper Walls topre- `vent destructionof the closure seals by unbalanced air pressure,` as shown in- Figures 4, 6, and8. j 1 Y It is desirableto `supporti high vtension ca`` bles in heater and` motor circuitsindependentlyof and separately froma the relatively vlow voltage switch c ontrol35? and' 60. For

this purpose the high tension cables maybe carried in conduits 66heldl to adjacentl side4 sill wall 12 by supporting clip `6"?'2 and removable clamp 68 arrangedfas shownin Figures.

3, 4, and 5. The-sidesill housing. 10, fune-2 tioning Vas a f stress member, may.also be utiL lized forcarrying storage batteryontool Aboxes customarily hung from theV-'underfiainev of the car. As best shown in Figure 2, staples 69 to thevnurnber required may be se# cured toV the sill and formed tol receive re spectivelyadjacentV hooks 70- on bent `supporting brackets 7l adapted to carry the b'at' tery boxes without interfering with the cable Y la'yOlll: Y Y

TheL construction and f'arrangementf oftheV cable housings as outlined will lfacilitate identification of the several cables and' conduits o'ff the system! and avoid; the somewhat con-|` fusing-network of conduits heretofore required tov protectl and support the individuali cables, and the necessity for distinctively marking` the severalf conduits isred-ueedto a minimum.4 The system also1lends`=itselflin timately tothe framing` structureof the car and permits an orderly-fand safe'grouping'- ofthe cables, is easily and economically in stalled and readily accessible for inspection. As ar-ranged,lthe system providesfor the'ccin` venie'ntconnection of the cables with the switchboards and associated control devices eratively connected and formed' to provide cable housings,4 cables supported within said housings,v and closure members l supporting certain ofsaid'cables. v

2;'In a `railway car-,a plurality of supico ilo

porting trame members extending longitudi nally and upon opposite sides of the car and formed t-o provide cable housings, and a transverse housing connecting said members, said transverse housing member constituting a crossbearer in the framing assembly.

3. In a railway car, a plurality of cable housings constituting longitudinal and transverse members of the supporting trame structure, closures detachably secured to said housing, and cables supported within said housings and carried upon certain of said closures.

4l. In a railway car, the combination comprising junction boxes arranged at diagonally opposite corners of the car, supporting frame members connecting said boxes and formed to provide cable housings, and cables carried by said housings and having their terminals in said boxes.

5. In a railway car, a longitudinal supporting frame member formed to provide a. channel shaped housing having an open side, and a detachable closure plate pivotally mounted on said housing.

6. In a railway car, a longitudinal supporting frame member formed to provide a channel shaped housing having an open side presented downwardly, a detachable closure plate pivotally mounted on said housing, and sealing means for said plate and housing.

7. In a railway car, a plurality ot main longitudinal supporting members formed to provide housings in the framing assembly, a transverse connecting crossbearer supported upon said members, and an auxiliary longitudinal housing adjacent one of said main longitudinals terminating at said crossbearer.

8. In a railway car, a plurality of main longitudinal supporting members formed to provide housings in the framing assembly, a transverse connecting crossbearer supported upon said members, upper and lower wall plates complementing said crossbearer to; form therewith a housing communicating with one of said main housings, and an auxiliary longitudinal housing adjacent one of said main longitudinals having operative connection with said transverse housing.

9. In a railway car, a plurality of cable housings constituting longitudinal and transverse members of the supporting frame structure, cables supported within said housings, and branch conduit members secured tocertain of said housings to severally enclose certain of said cables. j

10. In a railway car, a plurality of cable housings constituting membersof the supporting frame structure, low tension cables supported within said housings, high tension cables supported upon said members outside of said housings, and branch conduit members secured to certain of said housings to severally enclose certain of said cables.

11. In a railway car, a plurality of cable housings constituting members of the supporting frame structure, cables supported within and exteriorly of said housings, and means secured to said housings for severally enclosing certain of said cables.

12. In a railway car, a conduit system comprising a plurality of supporting frame memers including a hollow side sill opening downwardly and formed with depending flanges spaced apart, and a closure plate for said opening detachably secured at their opposite margins to respectively adjacent sill flanges.

13. In a railway car, a conduit system comprising a plurality of supporting frame members including a hollow side sill opening downwardly and formed with depending flanges spaced apart, a closure Plate for said opening having shaped marginal securing flanges adapted for connection with respectively adjacent llanges of said sill, and removable devices 'or detachably securing said plate.

14. In a railway car, a conduit system comprising a plurality of supporting iframe members including a hollow side sill opening downwardly and formed with depending flanges spaced apart, a closure plate for said opening having shaped marginal securing Llanges detachably connected with respectively adjacent flanges of said sill, and sealing means closing the joints between said flanges.

In witness whereof we have hereunto set our hands this 19th day of July, 1929.

WILLIAM I-I. MUSSEY. HARRY A. HELLMAN. 

